Driving simulator for accident analysis of autonomous emergency braking device

ABSTRACT

The disclosure relates to a driving simulator for accident analysis of an autonomous emergency braking device, the driving simulator including a boarding unit including a boarding display unit, a main body, and a support unit, and a control unit including a controller configured to run a simulation program for accident analysis of the autonomous emergency braking device and control the boarding unit, and a control display unit configured to provide an operator interface screen of a simulation program for accident analysis of the autonomous emergency braking device, wherein the simulation program for accident analysis of the autonomous emergency braking device includes an autonomous emergency braking driving logic unit configured to output a warning signal to the boarding unit according to a sequence of the autonomous emergency braking device or apply a virtual braking pressure to the virtual driving vehicle, calculate collision data.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based on and claims priority under 35 U.S.C. § 119to Korean Patent Application No. 10-2022-0052873, filed on Apr. 28,2022, in the Korean Intellectual Property Office, the disclosure ofwhich is incorporated by reference herein in its entirety.

BACKGROUND 1. Field

The disclosure relates to driving simulators for accident analysis of anautonomous emergency braking device, and more particularly, to drivingsimulators for accident analysis of an autonomous emergency brakingdevice to which actual test data and radar characteristics of theautonomous emergency braking device are input.

2. Description of the Related Art

In general, an Advanced Driver Assistance System (ADAS) includes anAutonomous Emergency Braking (AEB) system by which a vehicle systemrecognizes an emergency situation and controls a braking system togenerate a braking force.

When an advanced driver assistance system recognizes an object in frontof a vehicle, a relative distance, a relative speed, and azimuth to theobject are measured to determine whether the autonomous emergencybraking device operates or not. The autonomous emergency braking devicegenerates braking pressure by transmitting hydraulic pressure to a brakecaliper in an autonomous emergency braking situation.

When the autonomous emergency braking device operates, a collisionwarning signal is output, and thereafter, a partial braking operation inwhich a deceleration of about 0.2 G occurs and a full braking operationin which a deceleration of about 1.0 G occurs are sequentiallyperformed. The partial braking operation may be omitted. The entry pointof each stage is determined based on a relative speed and time tocollision.

SUMMARY

When a problem occurs in a vehicle equipped with an advanced driverassistance system including an autonomous emergency braking device, itis necessary to determine the limitations of function or performance ofthe advanced driver assistance system, the driver's negligence, andwhether the emergency braking device properly operates. Therefore, inorder to analyze and reproduce an accident of a vehicle equipped with anadvanced driver assistance system including an emergency braking device,a driving simulator for simulating the operation of the emergencybraking device is needed.

To solve various problems including the above problems, the presentdisclosure provides a driving simulator for accident analysis of anautonomous emergency braking device. However, these technical problemsare just examples, and the scope of the present disclosure is notlimited thereto.

Additional aspects will be set forth in part in the description whichfollows and, in part, will be apparent from the description, or may belearned by practice of the presented embodiments of the disclosure.

According to an aspect of an embodiment, a driving simulator foraccident analysis of an autonomous emergency braking device, the drivingsimulator includes a boarding unit including a boarding display unitproviding a virtual driving image, a main body where a passenger boardsand operates a virtual driving vehicle, and a support unit forsupporting the boarding display unit and the main body, and a controlunit including: a controller configured to run a simulation program foraccident analysis of the autonomous emergency braking device andcontrols the boarding unit, and a control display unit configured toprovide an operator interface screen of a simulation program foraccident analysis of the autonomous emergency braking device, whereinthe simulation program for accident analysis of the autonomous emergencybraking device includes an autonomous emergency braking driving logicunit configured to output a warning signal to the boarding unitaccording to a sequence of the autonomous emergency braking device orapply a virtual braking pressure to the virtual driving vehicle,calculate collision data including a final stopping distance and acollision speed, and display the collision data on the control displayunit.

In an embodiment, the simulation program for accident analysis of theautonomous emergency braking device may further include a radar drivinglogic unit configured to acquire a first radar sensor signal, a secondradar sensor signal, and a camera sensor signal from virtual drivingdata including state data of the virtual driving vehicle, a target, anda driving environment, acquires first fusion data and second fusion databy combining each of the first radar sensor signal and the second radarsensor signal with the camera sensor signal, and calculates a relativespeed, a relative distance, and an azimuth between the driving vehicleand the target based on the first fusion data and the second fusiondata.

In an embodiment, the radar driving logic unit may include radar sensorcharacteristic data according to the vehicle type of the virtual drivingvehicle.

In an embodiment, the autonomous emergency braking driving logic unitmay calculate a time to collision from the relative speed, the relativedistance, and the azimuth, and compare the relative speed and the timeto collision with actual test data of the autonomous emergency brakingdevice.

In an embodiment, the autonomous emergency braking driving logic unitmay include actual test data of the autonomous emergency braking devicefor a plurality of vehicle types, and select actual test data of theautonomous emergency braking device corresponding to the vehicle type ofthe virtual driving vehicle, and the actual test data of the autonomousemergency braking device may include a value of time to collisionaccording to a relative speed at which a warning operation, a partialbraking operation, and a full braking operation are started, which areobtained through the actual test.

In an embodiment, the actual test data of the autonomous emergencybraking device may include a performance requirement for a warningoperation, a partial braking operation, and a full braking operationaccording to the relative speed obtained in the operation experimentwith a stop target of an autonomous emergency braking device of a testvehicle equipped with a DGPS device and an inertial measurement unit(IMU) device.

In an embodiment, the simulation program for the accident analysis ofthe autonomous emergency braking device may output a warning signal tothe boarding unit when the virtual driving vehicle satisfies theperformance requirement for the warning operation.

In an embodiment, the boarding unit may further include an acousticoutput device and an auxiliary display unit mounted on the main body,and the simulation program for the accident analysis of the autonomousemergency braking device may output an image warning signal to theauxiliary display unit, and output a warning signal sound to the soundoutput device.

In an embodiment, the boarding unit may further include a dataacquisition device for recording a reaction of the passenger andtransmitting the recorded data to the control unit.

In an embodiment, the boarding unit may further include a switch unitfor the passenger to set a driving mode of the virtual driving vehicleand whether to operate the autonomous emergency braking device.

In an embodiment, the boarding display unit may include a centraldisplay device attached to the front of the passenger and a first sidedisplay device and a second side display device respectively attached toboth sides of the central display device.

In an embodiment, the main body may include a steering device, a pedal,a gear, and a side brake.

Other aspects, features and advantages other than those described abovewill become apparent from the following drawings, claims, and detaileddescription of the invention.

These general and specific aspects may be implemented by using a system,method, computer program, or any combination of systems, methods, andcomputer programs.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other aspects, features, and advantages of certainembodiments of the disclosure will be more apparent from the followingdescription taken in conjunction with the accompanying drawings, inwhich:

FIG. 1 is a schematic diagram illustrating a driving simulator foranalyzing an accident of an autonomous emergency braking deviceaccording to an embodiment;

FIG. 2 is a schematic diagram illustrating a main body of a boardingunit shown in FIG. 1 ;

FIG. 3 is a schematic block diagram illustrating a network configurationof a driving simulator for accident analysis of an autonomous emergencybraking device according to an embodiment;

FIG. 4 is a schematic block diagram illustrating a simulation programfor accident analysis of an autonomous emergency braking deviceaccording to an embodiment;

FIG. 5 is a schematic block diagram illustrating a radar driving logicunit of a simulation program for analyzing an accident of the autonomousemergency braking device shown in FIG. 4 ;

FIG. 6 is a schematic block diagram illustrating an autonomous emergencybraking driving logic unit of a simulation program for analyzing anaccident of the autonomous emergency braking device shown in FIG. 4 ;

FIG. 7 is a schematic diagram illustrating a test vehicle for acquiringactual test data of an autonomous emergency braking device according toan embodiment;

FIG. 8 is a schematic diagram illustrating an auxiliary display screenof a driving simulator for accident analysis of an autonomous emergencybraking device according to an embodiment; and

FIG. 9 is a schematic diagram illustrating an instrument panel displayscreen of a driving simulator for analyzing an accident of an autonomousemergency braking device according to an embodiment.

DETAILED DESCRIPTION

Reference will now be made in detail to embodiments, examples of whichare illustrated in the accompanying drawings, wherein like referencenumerals refer to like elements throughout. In this regard, the presentembodiments may have different forms and should not be construed asbeing limited to the descriptions set forth herein. Accordingly, theembodiments are merely described below, by referring to the figures, toexplain aspects of the present description. As used herein, the term“and/or” includes any and all combinations of one or more of theassociated listed items. Expressions such as “at least one of,” whenpreceding a list of elements, modify the entire list of elements and donot modify the individual elements of the list.

The disclosure may be modified into various forms and may have variousembodiments. In this regards, the disclosure will now be made in detailto embodiments, examples of which are illustrated in the accompanyingdrawings. The advantages, features, and methods of achieving theadvantages may be clear when referring to the embodiments describedbelow together with the drawings. However, the disclosure may havedifferent forms and should not be construed as being limited to thedescriptions set forth herein.

Hereafter, the disclosure will be described more fully with reference tothe accompanying drawings, in which embodiments of the disclosure areshown. In describing the disclosure with reference to drawings, likereference numerals are used for elements that are substantiallyidentical or correspond to each other, and the descriptions thereof willnot be repeated.

It will be understood that, although the terms “first”, “second”,“third”, etc., may be used herein to describe various elements, theseelements should not be limited by these terms.

In the specification, As used herein, the singular forms are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise

The terms “comprises” and/or “comprising,” when used in thisspecification, specify the presence of stated features or constituentelements but do not preclude the presence or addition of one or moreother features or constituent elements.

In the present specification, when a film, a region, a constituentelement is referred to as being “on” or “above” another element, thefilm, the region, or the constituent element may be in direct contactwith the other element or other intervening film, region, or constituentelement may be present.

In the present specification, when a film, a region, a constituentelement, etc. are connected, it may include a case when a film, aregion, a constituent element is directly connected or/and a case whenthe film, the region, and the components are indirectly connected byintervening another film, a region, a constituent element therebetween.For example, in the present specification, when a film, a region, aconstituent element, etc. are electrically connected, it may representwhen a film, region, constituent element, etc. are directly electricallyconnected, and/or another film, region, component, etc. are indirectlyelectrically connected by intervening another film, region, constituentelement, etc. therebetween.

In the present specification, “A and/or B” refers to A, B, or A and B.And, “at least one of A and B” represents a case of A, B, or A and B.

In the present specification, when a certain embodiment may beimplemented differently, a specific process order may be performeddifferently from the described order. For example, two consecutivelydescribed processes may be performed substantially at the same time orperformed in an order opposite to the described order.

In the present specification, some embodiments may be described asfunctional block configurations and various processing operations. Someor all of these functional blocks may be implemented in various numbersof hardware and/or software configurations that perform specificfunctions. For example, the functional blocks of the presentspecification may be implemented by one or more microprocessors, or maybe implemented by circuit configurations for a given function.

The functional blocks of the present specification may be implemented invarious programming or scripting languages. The functional blocks of thepresent specification may be implemented as an algorithm running on oneor more processors. A function performed by a functional block in thepresent specification may be performed by a plurality of functionalblocks, or functions performed by a plurality of functional blocks inthe present specification may be performed by one functional block. Inaddition, the present specification may employ techniques of the relatedart for setting an electronic environment, signal processing, and/ordata processing, and the like.

In the drawings, the sizes of components may be exaggerated or reducedfor convenience of description. For example, the sizes and thicknessesof elements in the drawings are arbitrarily expressed for convenience ofexplanation, and thus, the current disclosure is not limited to thedrawings.

FIG. 1 is a schematic diagram illustrating a driving simulator 1 foranalyzing an accident of an autonomous emergency braking deviceaccording to an embodiment.

Referring to FIG. 1 , the driving simulator 1 for analyzing an accidentof an autonomous emergency braking device according to an embodiment mayinclude a boarding unit 10 and a control unit 20.

The boarding unit 10 may include a boarding display unit 11, a main body13, and a support unit 15. The boarding unit 10 may provide anenvironment similar to a case of driving an actual vehicle to apassenger, and may be a device for confirming a passenger's reaction ina virtual driving scenario.

The boarding display unit 11 may include at least one display device. Inan embodiment, the boarding display unit 11 may include a plurality ofdisplay devices to provide an image similar to a field of view of thepassenger when boarding the driver's seat of an actual vehicle. Forexample, the boarding display unit 11 may include a central display infront of the passenger, and a first side display and a second sidedisplay attached to side surfaces of the central display and inclined ata given angle toward the passenger. In an embodiment, the boardingdisplay unit 11 may provide an image similar to a view of the passengerby using a curved display when the passenger sits on the driver's seat.The display included in the boarding display unit 11 may be a directview type device, such as a monitor, or a projection type device forprojecting an image on at least one screen.

The main body 13 may include a seat for the passenger to sit and controldevices for controlling an overall operation of the boarding unit 10,such as a boarding unit controller 1310 (refer to FIG. 2 ), a steeringdevice 1320 (refer to FIG. 2 ), a switch unit 1330 (refer to FIG. 2 ),and a pedal 1340 (refer to FIG. 2 ). Components constituting the mainbody 13 are described later with reference to FIG. 2 .

The support unit 15 may be configured to support the boarding displayunit 11 and the main body 13 so as to combine them without falling down.In one embodiment, the boarding display unit 11 may be directly fixed tothe main body 13, and the support unit 15 may be a support frame forfixing the main body 13. In an embodiment, the support unit 15 mayinclude a driving device for tilting, moving, or vibrating the boardingdisplay unit 11 and/or the main body 13.

The control unit 20 may include a control display 21 and a controller23.

The control display 21 may include at least one display device. Forexample, the control display 21 may provide an input/output interface ofa simulation program for accident analysis of an autonomous emergencybraking device to an operator of the driving simulator 1 for accidentanalysis of the autonomous emergency braking device. Some displaydevices of the control display 21 may provide the same image as an imageprovided by the passenger of the boarding unit 10, or provide a sideimage of an Ego Vehicle according to a virtual driving scenario. Inaddition, some display devices of the control display 21 may provide thestatus and settings of each component of the boarding unit 10 and thecontrol unit 20 to an operator of the driving simulator 1 for accidentanalysis of the autonomous emergency braking device.

The controller 23 is configured to control an overall operation of thedriving simulator 1 for accident analysis of the autonomous emergencybraking device, and may include at least one processor or a computingdevice including at least one processor. In one embodiment, thecontroller 23 may be driven in a form by being included in anotherhardware device, such as a microprocessor or general-purpose computersystem. In one embodiment, the controller 23 may achieve a desiredsystem performance by using a combination of typical computing devicesincluding a processor, a memory, a storage, etc. with a network device,such as routers, switches, etc., an input device, and/or an outputdevice.

For example, the controller 23 may be configured as a network system towhich a plurality of computing devices are connected. The controller 23may include an image controller 31 (refer to FIG. 3 ), a sensorcontroller 33 (refer to FIG. 3 ), a main controller 35 (refer to FIG. 3) and a simulation controller 37 (refer to FIG. 3 ) constituting asimulation network 30. Each constituent element of the simulationnetwork 30 are described later in detail with reference to FIG. 3 .

FIG. 2 is a schematic diagram illustrating the main body 13 of theboarding unit 10 shown in FIG. 1 .

Referring to FIG. 2 , the main body 13 of the boarding unit 10 (see FIG.1 ) may include the boarding unit controller 1310, the steering device1320, the switch unit 1330, the pedal 1340, a gear 1350 and a side brake1360.

The boarding unit controller 1310 may include a data acquisition (DAQ)device for recording and transmitting a reaction of a passenger and acomputing device for controlling some operations of the boarding unit10. The boarding unit controller 1310 1310 may include a network devicefor connecting the main body 13 and the controller 20 (refer to FIG. 1).

The steering device 1320 may include a steering wheel so that apassenger may acquire an experience similar to driving an actualvehicle. The steering wheel may include a Force Feedback system. Forexample, the steering wheel may adjust restoring force and resistance ofa wheel according to a surrounding environment set in a virtual drivingscenario and a speed of the vehicle. In addition, the steering wheel mayprovide the passenger with an experience similar to driving an actualvehicle by transmitting a feeling of a road surface to the passengerthrough vibration or the like.

The switch unit 1330 provides an interface for the passenger to set afunction of an advanced driver assistance system of the virtual drivingvehicle. In an embodiment, the switch unit 1330 may provide an interfacethrough an interface screen of the auxiliary display device attached tothe main body 13. In another embodiment, the switch unit 1330 may beprovided as a hardware switch.

The pedal 1340, the gear 1350, and the side brake 1360 may be disposedin similar or identical positions to an actual vehicle, and may providethe passenger with an experience similar to operating the actualvehicle. The operation of the passenger using the steering device 1320,the pedal 1340, the gear 1350, and the side brake 1360 is transmittedfrom the boarding unit controller 1310 to the control unit 20 (refer toFIG. 1 ) to be reflected in the virtual driving scenario. In addition,the reaction of the passenger may be recorded in real time in theboarding unit controller 1310 and analyzed by the control unit 20 (referto FIG. 1 ).

The main body 13 of the boarding unit 10 (refer to FIG. 1 ) provides anenvironment similar to the driver's seat of an actual vehicle so that,when a warning signal of the autonomous emergency braking device isoutput according to a virtual driving scenario, the reactioncharacteristics of the passenger may be analyzed more closely to anactual situation.

FIG. 3 is a schematic block diagram illustrating a configuration of thesimulation network 30 of a driving simulator for accident analysis of anautonomous emergency braking device according to an embodiment.

Referring to FIG. 3 , the driving simulator 1 (refer to FIG. 1 ) foranalyzing an accident of the autonomous emergency braking device mayinclude the simulation network 30.

The simulation network 30 may include a plurality of computing devicesas described above. For example, as shown in FIG. 3 , the simulationnetwork 30 may include an image controller 31, a sensor controller 33, amain controller 35, and a simulation controller 37. In this case, eachof the image controller 31, the sensor controller 33, the maincontroller 35, and the simulation controller 37 may be configured as acomputing device including independent processors or circuits, but isnot limited thereto. For example, some of the image controller 31, thesensor controller 33, the main controller 35, and the simulationcontroller 37 may be implemented in a programming or scripting languagedriven in the same computing device.

The image controller 31 may provide an image to the boarding displayunit 11 (refer to FIG. 1 ) and/or the control display 21 (refer to FIG.1 ). The image controller 31 may be configured of one or more imagemodules. For example, when the boarding display unit 11 (refer to FIG. 1) includes a central display device and a first side display device anda second side display device disposed with the central display devicetherebetween, the image controller 31 may include three image modulescorresponding to each of the first side display device and the secondside display device. In one embodiment, each of the image modules may bea computing device including an independent processor.

The sensor controller 33 may detect an input of a passenger seating inthe boarding unit 10 (refer to FIG. 1 ) and transmit the input to themain controller 35. For example, the sensor controller 33 may include acontrol pad module connected to the controllers of the boarding unit 10and a gateway module for transmitting the input. Also, the sensorcontroller 33 may include switch software for controlling the switchunit 1330 of the main body 13 (refer to FIG. 2 ).

The main controller 35 may control an overall operation of the drivingsimulator 1 (refer to FIG. 1 ) for accident analysis of the autonomousemergency braking device. For example, the main controller 35 mayinclude a simulation program, a recording module, a scenario module, atraffic tool module, a pedestrian traffic module, and an acoustic modulefor accident analysis of the autonomous emergency braking device. In oneembodiment, the main controller 35 may include cluster software andcontext-free languages (CFLS) software to transmit an input of thepassenger detected by the sensor controller 33 to a simulation programfor accident analysis of the autonomous emergency braking device, and toprovide a result value to the boarding display unit 11 (refer to FIG. 1) of the boarding unit 10 (refer to FIG. 1 ), the control display 21(refer to FIG. 1 ) of the control unit 20 (refer to FIG. 1 ), and thesteering device 1320, refer to FIG. 2 ).

The simulation controller 37 may control a simulation program foraccident analysis of the autonomous emergency braking device driven bythe main controller 35. For example, the simulation controller 37 mayinclude a logic module, a Simulink module, a mode handler module, atraffic module, and a data acquisition module of the autonomousemergency braking device. In an embodiment, the logic module of theautonomous emergency braking device may be an algorithm using aMatlab-based model. In an embodiment, the operator may further add adynamic model and a virtual driving sequence by adding a logic modulecompatible with the Simulink module to the simulation controller 37.

FIG. 4 is a schematic block diagram illustrating a simulation program100 for analyzing an accident of an autonomous emergency braking deviceaccording to an embodiment.

Referring to FIG. 4 , the simulation program 100 for analyzing anaccident of an autonomous emergency braking device according to anembodiment includes a data input unit 110, a radar driving logic unit120, and an autonomous emergency braking driving logic unit 130, and adata output unit 140.

The simulation program 100 for analyzing an accident of the autonomousemergency braking device may set a dynamic model, a simulation program,etc. through the data input unit 110, and may receive virtual drivingdata including a virtual driving scenario. The virtual driving data mayinclude state data of a driving environment, such as a vehicle type ofthe virtual driving vehicle (Ego Vehicle), a driving speed, a targetlocation, a target speed, and a curvature and slope of a road. The datainput unit 110 may output an operator interface screen to the controldisplay 21 (refer to FIG. 1 ) of the control unit 20 (refer to FIG. 1 ),and may receive and store an operator's input. The data input unit 110may apply a logic and algorithm provided by the simulation controller 37(refer to FIG. 3 ) of the control unit 20 (refer to FIG. 1 ) to thevirtual driving scenario.

In some embodiments, the data input unit 110 may download a dynamicsmodel, a simulation program, and/or virtual driving data from anexternal server through wireless communication, wired communication, orexternal storage outside the simulation network 30. In some embodiments,the dynamics model and the like may be included in data of thesimulation program 100 for accident analysis of the autonomous emergencybraking device.

In an embodiment, the virtual driving scenario may include a scenarioaccording to an autonomous emergency braking test protocol. For example,the virtual driving scenario may be a European New Car AssessmentProgram Autonomous Emergency Braking (Euro NCAP AEB) test protocolscenario. The state data of a target included in the virtual drivingdata may simulate a Global Vehicle Target (GVT) specified by Euro NCAPand the state data of the driving environment may be a simulation of aCar-to-Car Rear Stationary (CCRs) 100% test environment, but, thepresent disclosure is not limited thereto, and various changes may beapplied to the virtual driving scenario and virtual driving data asneeded.

The radar driving logic unit 120 may calculate a relative speed, arelative distance, and an azimuth between a virtual driving vehicle anda target based on the virtual driving data. For example, the radardriving logic unit 120 may generate a virtual radar sensor signal basedon the virtual driving data, and may calculate a relative speed, arelative distance, and an azimuth between the virtual driving vehicleand the target by fusion of the virtual radar sensor signal with thecamera sensor signal. In an embodiment, the radar driving logic unit 120may include radar sensor characteristic data according to a vehicle typeobtained through an actual test, and may generate a virtual radar sensorsignal by reflecting the radar sensor characteristic data.

The autonomous emergency braking driving logic unit 130 may select asequence of an autonomous emergency braking device applied to a virtualdriving vehicle, may output a warning signal to the virtual drivingvehicle according to a sequence of the selected autonomous emergencybraking device, may apply a virtual braking pressure, and may calculatecollision data including a final stopping distance and collision speedby using a vehicle dynamics model.

In one embodiment, the autonomous emergency braking driving logic unit130 may calculate a time to collision between a virtual driving vehicleand a main target expected to collide based on a relative speed, arelative distance, and an azimuth calculated by the radar driving logicunit 120, and may determine a braking pressure applied to the virtualdriving vehicle by comparing the relative speed and the time tocollision with execution requirements of the sequence of the autonomousemergency braking device.

Here, the sequence of the autonomous emergency braking device mayinclude a warning operation, a partial braking operation, and a fullbraking operation. In some embodiments, the partial braking operationmay be omitted. The autonomous emergency braking driving logic unit 130may include autonomous emergency braking actual test data includingperformance requirement data of a warning operation, a partial brakingoperation, and a full braking operation according to a relative speedobtained in the actual test of the autonomous emergency braking deviceof each test vehicle type.

The data output unit 140 may provide simulation values includingcollision data to an operator and/or a passenger. In an embodiment, thedata output unit 140 may transmit the simulation values includingcollision data to the control display 21 (refer to FIG. 1 ), theboarding display unit 11 (refer to FIG. 1 ), or a printing device. Inanother embodiment, the data output unit 140 may transmit the simulationvalues to other computing devices through wired/wireless networkequipment, such as Ethernet, Wi-Fi chip, Bluetooth chip, wirelesscommunication chip, Near-Field Communication (NFC) chip, and the like.

FIG. 5 is a schematic block diagram illustrating a radar driving logicunit of a simulation program for analyzing an accident of the autonomousemergency braking device shown in FIG. 4 .

Referring to FIG. 5 , the radar driving logic unit 120 may include asignal acquisition unit 121 and a sensor fusion unit 123.

The signal acquisition unit 121 acquires a virtual radar sensor signaland a camera sensor signal from virtual driving data input to the datainput unit 110. Here, the radar sensor signal may be calculated from thevirtual driving data based on the characteristic data of the radarsensor according to the vehicle type of the virtual driving vehicle.

In one embodiment, the simulation radar sensor signal generated by theradar driving logic unit 120 may be data obtained by receiving an echosignal that is generated by reflecting an emitted electromagnetic wavefrom an object after emitting the electromagnetic wave in a presetdirection from a radar sensor attached to the vehicle.

In relation to the above, in FIG. 2 , a situation in which the signalacquisition unit 121 acquires a first radar sensor signal and a secondradar sensor signal from the first and second radar sensors located infront of the virtual driving vehicle, respectively, is simulated, but isnot limited thereto. Here, the first radar sensor may be a long-rangeradar sensor, and the second radar sensor may be a mid-range radarsensor.

The type, attachment location, number, and performance of the radarsensor may be different depending on a vehicle type, and in order toreflect these differences, characteristic data of the radar sensor maybe obtained through an actual test for each vehicle type, and thecharacteristic data may be stored in the radar driving logic unit 120.The signal acquisition unit 121 may acquire a virtual radar sensorsignal from virtual driving data by reflecting characteristic data ofthe radar sensor according to the vehicle type of the virtual drivingvehicle selected by the user.

In an embodiment, the signal acquisition unit 121 may acquire virtualsignals of other sensors, such as a Light Detection and Ranging (LiDAR)sensor or an ultrasonic sensor.

The sensor fusion unit 123 may acquire fusion data by sensor fusion of acamera sensor signal and a radar sensor signal. In an embodiment, thesensor fusion unit 123 may include a sensor fusion algorithm that uses aKalman filter.

The sensor fusion unit 123 may acquire first fusion data for targetslocated in a long-range by fusing a first radar sensor signal and acamera sensor signal, and acquire second fusion data for targets locatedin a mid-range by fusing the second radar sensor signal and the camerasensor signal. The sensor fusion unit 123 may acquire a relative speed,a relative distance and an azimuth of the targets within a field of viewfrom the first fusion data and the second fusion data.

FIG. 6 is a schematic block diagram illustrating an autonomous emergencybraking driving logic unit 130 of a simulation program for analyzing anaccident of the autonomous emergency braking device shown in FIG. 4 .

Referring to FIG. 6 , the autonomous emergency braking driving logicunit 130 may include a calculation unit 131, a braking operation unit133, and a collision data calculation unit 135.

First, the autonomous emergency braking driving logic unit 130 mayselect a main target (the most important object) with a potential forcollision from data, such as a relative speed, a relative distance, andan azimuth of targets output by the radar driving logic unit 120, andmay calculate a time to collision of the main target with the virtualdriving vehicle.

A formula for calculating a time to collision is as Equation 1 below.

$\begin{matrix}{{{TTC}\left( \sec \right)} = \frac{{relative}{distance}(m)}{{relative}{speed}\left( {m/\sec} \right)}} & \left\lbrack {{Equation}1} \right\rbrack\end{matrix}$

The performance requirements of each sequence of an autonomous emergencybraking device are based on a time to collision rather than a simpleoperation time, and the braking operation unit 133 may select a sequenceof the autonomous emergency braking device to be applied to the virtualdriving vehicle by using input variables, such as a time to collisionand a relative speed calculated by the calculation unit 131.

In an embodiment, the braking operation unit 133 may include autonomousemergency braking actual test data for a plurality of vehicle types. Theautonomous emergency braking actual test data for a plurality of vehicletypes may be obtained through a collision test using a test vehicle. Theautonomous emergency braking actual test data may include performancerequirements of each autonomous emergency braking sequence with respectto a time to collision and a relative speed.

The braking operation unit 133 may compare actual autonomous emergencybraking test data for each vehicle type obtained through the actual testwith a time to collision and a relative speed obtained by the operationunit 131 to output a warning signal to the virtual driving vehicle orapply braking pressure. In an embodiment, when the braking operationunit 133 outputs a warning signal, a warning may be output on theinstrument panel display of the boarding unit 10 (refer to FIG. 1 ). Inan embodiment, when the braking operation unit 133 outputs a warningsignal, an acoustic output device of the boarding unit 10 (refer to FIG.1 ) may output a warning signal.

For example, the braking operation unit 133 may load autonomousemergency braking test data for the same vehicle type as that of thevirtual driving vehicle selected by the data input unit 110, and comparethe relative speed and the time to collision of the main target obtainedby the operation unit 131 with the autonomous emergency braking actualtest data to determine a sequence of the autonomous emergency brakingdevice applied to a virtual driving vehicle.

An operation sequence of the autonomous emergency braking device mayinclude a forward collision warning, a partial braking operation, and afull braking operation, and performance requirements for the operationsequence may be different depending on the vehicle type. Each operationmay be performed sequentially, but some operations may be omitted. Forexample, the braking operation unit 133 may compare a relative speed anda time to collision between a virtual driving vehicle and a main targetwith the autonomous emergency braking actual test data so that a warningoperation, a partial braking operation, and a full braking operation maybe sequentially carried out according to a certain sequence. In thiscase, a warning signal may be output to the virtual driving vehicle whena performance requirement of the warning operation is satisfied, apartial braking pressure may be applied to the virtual driving vehiclewhen a performance requirement of the partial braking operation issatisfied, and a maximum braking pressure may be applied to the virtualdriving vehicle when a performance requirement of the full brakingoperation is satisfied. In the case of a vehicle type in which thepartial braking operation is omitted, a maximum braking pressure may beapplied immediately after the output of a warning signal. In addition,if a time to collision between a virtual driving vehicle and a maintarget is the same as or less than the time to collision that satisfiesa full braking operation performance requirement in autonomous emergencybraking actual test data, the braking operation unit 133 may omit apartial braking operation and apply a maximum braking pressure to thevirtual driving vehicle.

The collision data calculation unit 135 may calculate collision databased on a braking pressure applied to the virtual driving vehicle, arelative distance, a relative speed, an azimuth, and state data of adriving environment according to a dynamics model or the like. Thecollision data may include values of a final stopping distance of thevirtual driving vehicle, whether the vehicle collides with a target, anda collision speed.

FIG. 7 is a schematic diagram illustrating a test vehicle 200 foracquiring actual test data of an autonomous emergency braking deviceaccording to an embodiment.

Referring to FIG. 7 , in order to obtain autonomous emergency brakingactual test data, an experiment may be performed to satisfy the criteriaof Euro NCAP's AEB C2C Test protocol, and the test vehicle 200 may beselected from a vehicle type that is actually sold. The experimentalvehicle 200 may include an experimental steering device 210, a pedalcontroller 220, a Differential Global Positioning System/InertialMeasurement Unit (DGPS/IMU) device 230, and a data collection device240.

In order to satisfy a EuroNCAP AEB test standard, the test vehicle 200may control a GPS-based speed and an overlap with a target by using theexperimental steering device 210 and the pedal controller 220. In someembodiments, in order to obtain more precise GPS data, the test vehicle200 may include the DGPS/IMU device 230. Experimental data acquired bythe experimental vehicle 200 and the target may be acquired by using thedata collection device 240 mounted inside the experimental vehicle 200.

An actual performance requirement of an autonomous emergency brakingsequence may be different from a manual provided by the vehiclemanufacturer, so it is difficult to apply the manual as it is whenanalyzing and simulating a traffic accident of a vehicle equipped withan autonomous emergency braking device. Accordingly, in the embodimentsof the present disclosure, collision data is calculated by usingautonomous emergency braking actual test data obtained through an actualtest using the experimental vehicle 200, thus, a simulation program foraccident analysis of an autonomous emergency braking device furthersimilar to an actual vehicle may be implemented.

FIG. 8 is a schematic diagram illustrating an auxiliary display screen40 of the driving simulator 1 (refer to FIG. 1 ) for accident analysisof an autonomous emergency braking device according to an embodiment.The auxiliary display screen 40 may have the same configuration as theswitch unit 1330 (refer to FIG. 2 ) for setting functions of theadvanced driver assistance system (ADAS).

The auxiliary display screen 40 may include an autonomous driving modesetting switch unit 41 and an autonomous emergency braking settingswitch unit 43.

The autonomous driving mode setting switch unit 41 may select any one ofan autonomous mode that controls both a longitudinal speed and a lateralsteering of a virtual driving vehicle, an autonomous lateral mode inwhich a lateral steering is controlled and a longitudinal speed iscontrolled by a passenger with an accelerator or a brake pedal, and anautonomous longitudinal mode in which a passenger manipulates a travelpath of the vehicle with a steering device and a longitudinal speed iscontrolled.

The autonomous emergency braking setting switch unit 43 may turn on oroff the function of the autonomous emergency braking device.

As described above, the auxiliary display screen 40 is configured in thesame or similar shape as a driver's seat of an actual vehicle so that apassenger may select various options of the ADAS.

FIG. 9 is a schematic diagram illustrating an instrument panel displayscreen 50 of the driving simulator 1 (refer to FIG. 1 ) for analyzing anaccident of an autonomous emergency braking device according to anembodiment.

Referring to FIG. 9 , the instrument panel display screen 50 includes anRPM instrument panel 51 that displays an engine rotation speed, a speedinstrument panel 53 that displays a speed of the virtual drivingvehicle, and a warning signal 55 of the autonomous emergency brakingdevice.

The instrument panel display screen 50 may be disposed on an instrumentpanel behind the steering device 1320 (refer to FIG. 2 ) of the boardingunit 10 (refer to FIG. 1 ) as in an actual vehicle. The warning signal55 of the autonomous emergency braking device may be displayed when awarning signal is output by performing a warning operation in thesimulation program for accident analysis of the autonomous emergencybraking device described above, and may not be displayed in other cases.

When the warning signal 55 of the autonomous emergency braking device isdisplayed, an acoustic output device of the boarding unit 10 (refer toFIG. 1 ) may simultaneously output the warning signal. Accordingly, thepassenger may respond to a similar situation simulating a case in whichan autonomous emergency braking device of an actual vehicle outputs awarning signal, and thus, the same or a similar reaction of apassenger's reaction in an actual accident may be shown. Accordingly,more precise accident analysis and accident reproduction of a vehicleequipped with an ADAS may be possible.

According to an embodiment of the present disclosure described above, adriving simulator for accident analysis of an autonomous emergencybraking device for accident analysis and accident reproduction of avehicle equipped with an ADAS may be implemented. Of course, the scopeof the present disclosure is not limited by these effects.

It should be understood that embodiments described herein should beconsidered in a descriptive sense only and not for purposes oflimitation. Descriptions of features or aspects within each embodimentshould typically be considered as available for other similar featuresor aspects in other embodiments. While one or more embodiments have beendescribed with reference to the figures, it will be understood by thoseof ordinary skill in the art that various changes in form and detailsmay be made therein without departing from the spirit and scope of thedisclosure as defined by the following claims.

What is claimed is:
 1. A driving simulator for accident analysis of anautonomous emergency braking device, the driving simulator comprising: aboarding unit including: a boarding display unit for providing a virtualdriving image; a main body for accommodating a passenger and operating avirtual driving vehicle; and a support unit for supporting the boardingdisplay unit and the main body; and a control unit including: acontroller configured to run a simulation program for accident analysisof the autonomous emergency braking device and control the boardingunit; and a control display unit configured to provide an operatorinterface screen of the simulation program for accident analysis of theautonomous emergency braking device, wherein the simulation program foraccident analysis of the autonomous emergency braking device includes anautonomous emergency braking driving logic unit configured to output awarning signal to the boarding unit according to a sequence of theautonomous emergency braking device or apply a virtual braking pressureto the virtual driving vehicle, calculate collision data including afinal stopping distance and a collision speed, and display the collisiondata on the control display unit.
 2. The driving simulator of claim 1,wherein the simulation program for accident analysis of the autonomousemergency braking device further includes a radar driving logic unitconfigured to acquire a first radar sensor signal, a second radar sensorsignal, and a camera sensor signal from virtual driving data includingstate data of the virtual driving vehicle, a target, and a drivingenvironment, acquire first fusion data and second fusion data bycombining each of the first radar sensor signal and the second radarsensor signal with the camera sensor signal, and calculate a relativespeed, a relative distance, and an azimuth between the driving vehicleand the target based on the first fusion data and the second fusiondata.
 3. The driving simulator of claim 2, wherein the radar drivinglogic unit includes radar sensor characteristic data according to avehicle type of the virtual driving vehicle.
 4. The driving simulator ofclaim 2, wherein the autonomous emergency braking driving logic unit isconfigured to calculate a time to collision from the relative speed, therelative distance, and the azimuth, and compare the relative speed andthe time to collision with actual test data of the autonomous emergencybraking device.
 5. The driving simulator of claim 4, wherein theautonomous emergency braking driving logic unit includes actual testdata of the autonomous emergency braking device for a plurality ofvehicle types, and is further configured to select actual test data ofthe autonomous emergency braking device corresponding to the vehicletype of the virtual driving vehicle, and the actual test data of theautonomous emergency braking device includes a value of time tocollision according to a relative speed at which a warning operation, apartial braking operation, and a full braking operation are started,which are obtained through the actual test.
 6. The driving simulator ofclaim 4, wherein the actual test data of the autonomous emergencybraking device includes a performance requirement for a warningoperation, a partial braking operation, and a full braking operationaccording to the relative speed obtained in an operation experiment witha stop target of an autonomous emergency braking device of a testvehicle equipped with a DGPS device and an inertial measurement unit(IMU) device.
 7. The driving simulator of claim 6, wherein thesimulation program for the accident analysis of the autonomous emergencybraking device is configured to output a warning signal to the boardingunit when the virtual driving vehicle satisfies the performancerequirement for the warning operation.
 8. The driving simulator of claim7, wherein the boarding unit further includes an acoustic output deviceand an auxiliary display unit mounted on the main body, and thesimulation program for the accident analysis of the autonomous emergencybraking device is further configured to output an image warning signalto the auxiliary display unit, and output a warning signal sound to thesound output device.
 9. The driving simulator of claim 1, wherein theboarding unit further includes a data acquisition device configured torecord a reaction of the passenger and transmit the recorded data to thecontrol unit.
 10. The driving simulator of claim 1, wherein the boardingunit further includes a switch unit configured to allow the passenger toset a driving mode of the virtual driving vehicle and whether to operatethe autonomous emergency braking device.
 11. The driving simulator ofclaim 1, wherein the boarding display unit includes a central displaydevice attached to the boarding display unit in front of the passengerand a first side display device and a second side display devicerespectively attached to both sides of the central display device. 12.The driving simulator of claim 1, wherein the main body includes asteering device, a pedal, a gear, and a side brake.